Vehicle suspension system and vehicle

Abstract

The embodiment of the invention provides a vehicle suspension system and a vehicle. The vehicle suspension system comprises a suspension frame which comprises a cross beam, and the cross beam is located behind the wheel center of the vehicle in the forward direction of the vehicle. The cross beam is located on the rear side of the wheel center of the vehicle, and correspondingly, the shearing center of the suspension is also located on the rear side of the wheel center, so that the front space of the suspension can be released, relevant important parts such as a driving device and an energy storage device of the vehicle can be arranged, and the utilization rate of the rear axle space of the vehicle is increased; the problems that the space of the vehicle rear axle is limited and is difficult to effectively utilize are solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle suspension system and a vehicle. Background Art

[0002] In some related technologies, the space at the rear axle of the vehicle is limited and irregular in shape, and the space cannot be effectively utilized to install related components on the vehicle. Summary of the invention

[0003] The present application proposes a vehicle suspension system and a vehicle, which are used to alleviate the problem that the rear axle space of the vehicle cannot be effectively utilized.

[0004] The present application provides a vehicle suspension system, which includes:

[0005] The suspension comprises a cross beam, and the cross beam is located behind the wheel center of the vehicle along the forward travel direction of the vehicle.

[0006] In the above embodiment, the crossbeam is located on the rear side of the wheel center of the vehicle, and accordingly, the shear center of the suspension is also located on the rear side of the wheel center. Such a layout can release the space in front of the suspension, which can be used to arrange important components of the vehicle such as the drive device and the energy storage device, thereby improving the utilization rate of the vehicle's rear axle space and alleviating the problem of limited and difficult to effectively utilize the vehicle's rear axle space.

[0007] In some embodiments, the vehicle suspension system further comprises:

[0008] a driving device, arranged in front of the cross beam along the forward direction of the vehicle; and / or,

[0009] The energy storage device is arranged in front of the cross beam along the forward direction of the vehicle.

[0010] In the above embodiment, the drive device is arranged in front of the crossbeam along the forward direction of the vehicle, which can provide power for the axle to realize the rear-wheel drive or all-wheel drive mode of the vehicle, and the crossbeam is arranged behind the wheel center, which can release the front side space of the suspension and provide space for arranging the drive device, thereby realizing the arrangement of the drive device.

[0011] In the above embodiment, the cross beam is arranged behind the axle, which can release the front space of the suspension, provide space for arranging the energy storage device, and realize the arrangement of the energy storage device.

[0012] In some embodiments, the suspension also includes two first cantilevers, the two first cantilevers are located in front of the wheel center along the forward direction of the vehicle, the driving device is arranged between the two first cantilevers, and / or the energy storage device is arranged between the two first cantilevers, or, is arranged in front of the two first cantilevers along the forward direction of the vehicle.

[0013] In the above embodiment, the suspension includes two first cantilevers, which are connected to the body or frame of the vehicle through the two first cantilevers, so that force transmission between the frame or body of the vehicle and the wheels can be achieved, and the driving device can be arranged in the space between the two first cantilevers, so that the arrangement of the driving device can be achieved.

[0014] In the above embodiment, the suspension includes two first cantilevers, which are connected to the body or frame of the vehicle through the two first cantilevers, so that force transmission between the frame or body of the vehicle and the wheels can be achieved, and the energy storage device is arranged in the space between or in front of the two first cantilevers, so that the arrangement of the energy storage device can be achieved to improve the vehicle's endurance.

[0015] In some embodiments, the suspension further includes two second cantilevers for connecting to a body of the vehicle, the two second cantilevers are located behind the wheel center along the forward direction of the vehicle, and the crossbeam connects the two second cantilevers.

[0016] In the above embodiment, the crossbeam connects the two second cantilevers, and the two second cantilevers are located behind the wheel center along the forward direction of the vehicle. The crossbeam connects the two second cantilevers, which can release the front space of the suspension, so that it can be used to arrange important components such as and energy storage devices, thereby improving the utilization rate of the vehicle's rear axle space.

[0017] In some embodiments, the suspension includes a first cantilever, a second cantilever and a steering knuckle on both sides of the vehicle body, the steering knuckle is rotatably connected to the first cantilever and the second cantilever respectively, and the crossbeam connects the second cantilever on both sides of the vehicle body.

[0018] In the above embodiment, the steering knuckle is rotatably connected to the first cantilever and the second cantilever respectively, and the two first cantilevers located in front of the wheel center cooperate with the second cantilever located behind the wheel center, which can better realize the force transmission between the vehicle frame or body and the wheel, and improve the overall stiffness and stability of the suspension. The steering knuckle serves as a hinge for wheel steering, can be used to transmit force and torque and also plays a guiding role.

[0019] In some embodiments, the suspension further includes a shock absorber connected to the steering knuckle or the first suspension arm or the cross beam or the second suspension arm.

[0020] In the above embodiment, the shock absorber is installed on the steering knuckle, which can reduce the swing amplitude of the wheel and steering mechanism caused by uneven road surface, enhance the directional stability of the vehicle when moving forward, and the shock absorber can effectively absorb and attenuate the vibration and impact force transmitted from the tire to the steering knuckle and further to the steering wheel, thereby improving driving comfort.

[0021] In the above embodiment, the shock absorber is arranged on the first cantilever, located on both sides of the vehicle body, which can release the space between the two steering knuckles and provide front space in front of the crossbeam for installing important components such as a drive device or an energy storage device.

[0022] In the above embodiment, the shock absorber is installed on the cross beam, which can effectively absorb and attenuate the vibration and impact force transmitted from the cross beam to the steering knuckle and further to the steering wheel, thereby improving driving comfort.

[0023] In the above embodiment, the shock absorber is arranged on the second cantilever, which is located behind the axle along the forward direction of the vehicle, which can release the space in front of the wheel center and leave more front space for other important components such as the drive device or the energy storage device, thereby facilitating integrated design and optimizing the overall layout.

[0024] In some embodiments, the suspension further comprises an elastic element connected to the cross beam and / or the second cantilever.

[0025] In the above embodiments, the cross beam and / or the second cantilever serve as the supporting points of the elastic element, so that when the elastic element and other components are subjected to force, the force can be more evenly transferred to the vehicle body through the cross beam and / or the second cantilever, so that the suspension can effectively absorb and disperse the impact force of the road surface during operation, thereby optimizing the load transfer.

[0026] In some embodiments, the elastic element is located between the cross beam and the wheel center.

[0027] In the above embodiment, the elastic element is arranged behind the wheel center along the forward direction of the vehicle. When the vehicle passes through an uneven road, the impact force on the axle can be absorbed and alleviated by the elastic element, reducing the impact transmitted to the interior of the vehicle and the impact on the vehicle body structure.

[0028] In some embodiments, the vehicle suspension system further comprises:

[0029] An axle is connected to the suspension, and the axle is located in front of the cross beam along the forward direction of the vehicle.

[0030] In the above embodiment, the axle is used to transmit power to the wheels, and the crossbeam is arranged behind the wheel center, which can release the front space and facilitate the arrangement of the axle.

[0031] In some embodiments, the suspension further includes two first suspension arms, and the two first suspension arms do not exceed the tire envelope of the wheel in the forward direction of the vehicle.

[0032] In the above embodiment, the two first cantilevers do not exceed the tire envelope of the wheel in the forward direction of the vehicle, which can release the space in front of the first cantilever and provide layout space for regularly shaped components such as energy storage devices.

[0033] Some embodiments of the present application also provide a vehicle, which includes the above-mentioned vehicle suspension system.

[0034] In the above-mentioned embodiment, the vehicle includes the vehicle suspension system provided by the embodiment of the present disclosure, and accordingly has the beneficial effects of the vehicle suspension system.

[0035] Based on the above technical solution, this application has at least the following beneficial effects:

[0036] In some embodiments, the crossbeam of the suspension is located on the rear side of the wheel center of the vehicle, and accordingly, the shear center of the suspension is also located on the rear side of the wheel center. Such a layout can release the space in front of the suspension, which can be used to arrange important components such as the rear drive device and the energy storage device, thereby improving the utilization rate of the rear axle space and alleviating the problem of limited rear axle space and difficulty in effective utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the drawings without paying creative work.

[0038] Figure 1 is a schematic structural diagram of a vehicle disclosed in some embodiments of the present application;

[0039] Figure 2 is a schematic diagram of a vehicle suspension system disclosed in some embodiments of the present application;

[0040] Figure 3 is a side view schematic diagram of a suspension of a vehicle suspension system disclosed in some embodiments of the present application;

[0041] Figure 4 is a schematic diagram of a suspension of a vehicle suspension system disclosed in a first embodiment of the present application;

[0042] Figure 5 is a schematic diagram of a suspension of a vehicle suspension system disclosed in a second embodiment of the present application;

[0043] Figure 6 is a schematic diagram of a suspension of a vehicle suspension system disclosed in a third embodiment of the present application;

[0044] Figure 7a It is a schematic diagram with the instantaneous center of velocity at the rear;

[0045] Figure 7b It is a schematic diagram of a suspension disclosed in some embodiments of the present application that adopts a linkage mechanism and the instantaneous center of the rear suspension is at the front.

[0046] In the drawings, the drawings are not drawn to scale.

[0047] Marking instructions: 10-suspension; 11-crossbeam; 12-first cantilever; 121-first connecting part; 13-second cantilever; 131-first connecting part; 14-steering knuckle; 141-axle hole; 15-shock absorber; 16-elastic element; 161-mounting seat; 20-axle; 30-drive device; 40-energy storage device; 50-wheel; 60-sill beam; 100-vehicle; 200-vehicle suspension system; L-wheel center. DETAILED DESCRIPTION

[0048] The following detailed description and drawings of the embodiments of the present application are used to illustrate the principles of the present application, but cannot be used to limit the scope of the present application, that is, the present application is not limited to the described embodiments.

[0049] In the description of the present application, it should be noted that, unless otherwise specified, "multiple" means more than two; the terms "upper", "lower", "left", "right", "inside", "outside", etc., indicating the orientation or positional relationship, are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. "Vertical" is not strictly vertical, but is within the allowable error range. "Parallel" is not strictly parallel, but is within the allowable error range.

[0050] The directional words appearing in the following description are all directions shown in the figures, and do not limit the specific structure of this application. In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected or indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0051] At present, with the changes in market development dynamics, the application scenarios and market demands of vehicles are becoming increasingly diversified. In order to actively respond to and match such diversified application scenarios and market demands, vehicles are undergoing in-depth innovations in multiple key technical aspects, including power systems, suspension structures, and body structures. Among them, the suspension structure, as the core element of vehicle technology, is an overall combination of force transmission components connecting the vehicle frame and wheels. It is not only responsible for transmitting force and torque between the two, but also bears the responsibility of absorbing the impact load transmitted to the frame by uneven roads, and can significantly reduce the body vibration caused by road bumps, thereby ensuring the stability and comfort of the vehicle during the forward movement. Therefore, technical improvements to the suspension structure are a focus of much attention in the field of vehicle research and development.

[0052] At the same time, considering the space limitations and complex and irregular shape characteristics of the rear axle area of ​​the vehicle after the suspension is configured, how to effectively utilize this special space is a technical difficulty, especially in such a compact and varied space. It is particularly critical to reasonably place core components such as drive devices and energy storage devices.

[0053] In view of this, some embodiments of the present application propose a vehicle suspension system and a vehicle, which are used to alleviate the problem that the space of the rear axle of the vehicle is difficult to be effectively utilized.

[0054] refer to Figure 1 The vehicle 100 in the embodiment of the present application may be a fuel vehicle, a gas vehicle, a new energy vehicle, a motorcycle, etc. The new energy vehicle may be a pure electric vehicle, a hybrid vehicle, or an extended-range vehicle, etc. The embodiment of the present application does not impose any special restrictions on the above-mentioned vehicles.

[0055] The vehicle 100 includes a vehicle suspension system 200. The vehicle suspension system 200 may be provided in a rear axle region of the vehicle 100.

[0056] refer to Figure 2 In some embodiments, the vehicle suspension system 200 includes the suspension 10 .

[0057] The suspension 10 includes a cross beam 11 , and the cross beam 11 is located behind a wheel center L of the vehicle along the forward direction of the vehicle.

[0058] In the above embodiment, the crossbeam 11 is located at the rear side of the wheel center L of the wheel 50. Correspondingly, the shear center of the suspension 10 is also located at the rear side of the wheel center. Such a layout can release the space in front of the suspension 10, so that it can be used to arrange relevant important components of the vehicle such as the drive device 30 and the energy storage device 40, thereby improving the utilization rate of the vehicle's rear axle space and alleviating the problem that the vehicle's rear axle space is limited and difficult to effectively utilize.

[0059] The vehicle forward direction in the embodiment of the present application refers to the direction in which the vehicle normally moves forward. Figure 2 The first direction X shown is the same. A line between two oppositely disposed wheels 50 of the vehicle is parallel to the second direction Y.

[0060] The wheel center L in the embodiment of the present application is the center of the wheel, which is a point on the central axis of the wheel.

[0061] The vehicle suspension system in the embodiment of the present application may be provided in the rear axle region of the vehicle 100. The wheel center L may be the center of the rear wheel of the vehicle.

[0062] In some embodiments, the suspension 10 is used to connect the body or frame of the vehicle with the wheels. It is a device for transmitting force between the frame or body of the vehicle and the wheels. It is used to transfer force and torque between the body or frame and the wheels, and to buffer the impact load transmitted to the frame or body due to uneven road surface, and to attenuate the body vibration caused by road impact, which is conducive to the smooth movement of the vehicle.

[0063] In some embodiments, the cross beam 11 can improve the safety of the vehicle body in a collision, improve torsional strength and crash resistance, and is one of the key components for the stable and efficient operation of the suspension 10, playing an important role in the vehicle's forward performance and safety.

[0064] In some embodiments, the vehicle suspension system further comprises:

[0065] The axle 20 is connected to the suspension 10 and is located in front of the cross beam 11 along the forward direction of the vehicle.

[0066] In the above embodiment, the axle 20 is used to connect the wheel 50 and transmit power to the wheel 50. The cross beam 11 is located at the rear side of the wheel center L, which can release the space in front of the suspension 10 and is conducive to the arrangement of the axle 20.

[0067] In some embodiments, the axle 20 may be an integral structure, with both ends of the axle 20 respectively connected to a wheel 50. Alternatively, in order to improve the stability of the vehicle, the axle 20 may adopt a two-section structure, with a differential structure disposed between the two axle sections, so that the rotation speeds of the two axle sections may be different, and the wheels on both sides of the suspension 10 may be able to cope with situations where the wheel speeds are different.

[0068] In some embodiments, the vehicle suspension system further comprises:

[0069] The driving device 30 is arranged in front of the cross beam 11 along the forward direction of the vehicle; and / or,

[0070] The energy storage device 40 is disposed in front of the cross beam 11 along the forward direction of the vehicle.

[0071] In the above embodiment, the drive device 30 is arranged in front of the cross beam 11 along the forward direction of the vehicle, and can provide power for the rear wheels to realize the rear-wheel drive or all-wheel drive mode of the vehicle. The cross beam 11 is arranged behind the wheel center, which can release the front side space of the suspension 10, provide space for arranging the drive device 30, and realize the arrangement of the drive device 30.

[0072] In some embodiments, the driving device 30 includes a motor and a transmission mechanism, etc.

[0073] In the above embodiment, the cross beam 11 is disposed behind the wheel center, which can release the front space of the suspension 10 and provide space for arranging the energy storage device 40 , thereby realizing the arrangement of the energy storage device 40 .

[0074] In some embodiments, the energy storage device 40 includes a battery or a capacitor.

[0075] In some embodiments, the suspension 10 also includes two first cantilevers 12, which are located in front of the wheel center L along the forward direction of the vehicle, the driving device 30 is arranged between the two first cantilevers 12, and / or the energy storage device 40 is arranged between the two first cantilevers 12, or, is arranged in front of the two first cantilevers 12 along the forward direction of the vehicle.

[0076] In the above embodiment, the suspension 10 includes two first cantilevers 12, and the body or frame of the vehicle is connected by the two first cantilevers 12, so that force transmission between the frame or body of the vehicle and the wheels can be achieved, and the driving device 30 is arranged in the space between the two first cantilevers 12, so that the arrangement of the driving device can be achieved.

[0077] In the above embodiment, the suspension 10 includes two first cantilevers 12, which are connected to the body or frame of the vehicle through the two first cantilevers 12, so that force transmission between the frame or body of the vehicle and the wheels can be achieved, and the energy storage device 40 is arranged in the space between or in front of the two first cantilevers 12, so that the arrangement of the energy storage device 40 can be achieved to improve the vehicle's endurance.

[0078] Since the energy storage device generally cannot be designed into a special-shaped structure, the energy storage device 40 is arranged using the space in front of the two first cantilevers 12, so that the energy storage device 40 can be arranged regularly, the power can be increased, and the endurance of the vehicle can be improved.

[0079] In some embodiments, the suspension 10 further includes two first suspension arms 12 , and the two first suspension arms 12 do not exceed the tire envelope of the wheel 50 in the vehicle forward direction.

[0080] In the above embodiment, the two first cantilevers 12 do not exceed the tire envelope of the wheel 50 in the forward direction of the vehicle, which can release the space in front of the first cantilever 12 and provide layout space for regularly shaped components such as energy storage devices.

[0081] refer to Figure 2 and Figure 3 In some embodiments, the suspension 10 further includes two second cantilevers 13 for connecting to the vehicle body, the two second cantilevers 13 are located behind the wheel center L along the forward direction of the vehicle, and the crossbeam 11 connects the two second cantilevers 13 .

[0082] In the above embodiment, the suspension 10 includes two second cantilevers 13, which are connected to the vehicle body or frame, and can realize the force transmission connection between the vehicle frame or body and the wheel, and the crossbeam 11 connects the two second cantilevers 13, and the two second cantilevers 13 are located behind the wheel center L along the forward direction of the vehicle, which can release the front space of the suspension 10, so that it can be used to arrange important components such as the drive device 30 and the energy storage device 40, thereby improving the utilization rate of the rear axle space of the vehicle.

[0083] In some embodiments, a second connecting portion 131 is disposed at the end of the second cantilever 13 , and the second connecting portion 131 is used to connect to a body or frame of the vehicle.

[0084] In some embodiments, the suspension 10 further includes two first cantilevers 12 for connecting to a body of the vehicle, and the two first cantilevers 12 are located in front of the wheel center along the forward travel direction of the vehicle.

[0085] In the above embodiment, the suspension 10 includes two first cantilevers 12, which are connected to the vehicle body or frame. The two first cantilevers 12 located in front of the wheel center L cooperate with the second cantilever 13 located behind the wheel center L, which can better realize the force transmission between the vehicle frame or body and the wheel, and improve the overall stiffness and stability of the suspension 10.

[0086] In some embodiments, a first connecting portion 121 is disposed at the end of the first cantilever 12 , and the first connecting portion 121 is used to connect to a body or frame of the vehicle.

[0087] In some embodiments, the first cantilever 12 is rotatably connected to the second cantilever 13 .

[0088] refer to Figure 4 In some embodiments, the suspension 10 includes a first cantilever 12, a second cantilever 13 and a steering knuckle 14 on both sides of the vehicle body, the steering knuckle 14 is rotatably connected to the first cantilever 12 and the second cantilever 13 respectively, and the crossbeam 11 connects the second cantilever 13 on both sides of the vehicle body.

[0089] In the above embodiment, the suspension 10 includes two first cantilevers 12, two second cantilevers 13 and two steering knuckles 14, each steering knuckle 14 is rotatably connected to a first cantilever 12 and a second cantilever 13 respectively, the two second cantilevers 13 and the two first cantilevers 12 are connected to the vehicle body or frame, the two first cantilevers 12 located in front of the wheel center L cooperate with the second cantilever 13 located behind the wheel center L, which can better realize the force transmission between the vehicle frame or body and the wheel, and improve the overall stiffness and stability of the suspension 10. The steering knuckle 14 is rotatably connected to the first cantilever 12 and the second cantilever 13 respectively, and by designing the two second cantilevers 13, the two first cantilevers 12 and the two steering knuckles 14, an effective connection mechanism of the torsion beam rear axle in the longitudinal direction of the vehicle and / or the vertical direction of the vehicle can be formed, which meets the structural strength requirements of the wheel support area and improves the overall stiffness and stability of the suspension 10.

[0090] The steering knuckle 14 is a component that supports the wheels and can be used to transmit force and torque and also play a guiding role. The steering knuckle 14 is required to have high mechanical strength and fatigue durability. When the vehicle is moving forward, the steering knuckle 14 can withstand wheel loads and road impacts, as well as random loads such as braking, to ensure that the vehicle can move forward safely.

[0091] In some embodiments, the steering knuckle 14 is a guide mechanism in the suspension 10 , and a steering knuckle 14 is disposed on each side of the suspension 10 .

[0092] In some embodiments, a through hole 141 is provided at the center of the steering knuckle 14 , and the through hole 141 is used to pass the axle 20 .

[0093] In some embodiments, the steering knuckle 14 is configured to be a triangular structure, wherein one corner point of the steering knuckle 14 is hinged to the second cantilever 13 , and another corner point of the steering knuckle 14 is hinged to the first cantilever 12 .

[0094] refer to Figures 4 to 6 In some embodiments, the suspension 10 further includes a shock absorber 15 , which is connected to the steering knuckle 14 or the first cantilever 12 or the cross beam 11 or the second cantilever 13 .

[0095] In the above embodiment, the shock absorber 15 is provided to accelerate the attenuation of the vibration of the frame and the vehicle body, thereby improving the stability of the vehicle's forward movement.

[0096] In the above embodiments, reference Figure 4 Installing the shock absorber 15 on the steering knuckle 14 can reduce the swing amplitude of the wheel and the steering mechanism caused by uneven road surface, enhance the directional stability of the vehicle when moving forward, and the shock absorber 15 can effectively absorb and attenuate the vibration and impact force transmitted from the tire to the steering knuckle 14 and further transmitted to the passenger compartment, thereby improving driving comfort.

[0097] In the above embodiments, reference Figure 5 The shock absorber 15 is installed on the first cantilever 12 and is located on both sides of the vehicle body, which can release the space between the two steering knuckles 14 and provide a front space in front of the cross beam 11 for installing important components of the drive device (differential or electric motor) or energy storage device (battery, etc.).

[0098] The shock absorber 15 is arranged on the first cantilever 12, and is located in front of the wheel center along the forward direction of the vehicle. It can cooperate with the elastic element 16 arranged at the rear to better control the compression and rebound of the elastic element 16, which helps to maintain good contact between the wheel and the road surface, reduce changes in the body posture, and enhance driving stability; it can also absorb and suppress the bumps and impacts from the rear wheels during the forward movement of the vehicle, reduce the transmission of these vibrations to the body, especially the cabin, thereby improving ride comfort.

[0099] In the above embodiments, reference Figure 6 The shock absorber 15 is installed on the cross beam 11, which can effectively absorb and attenuate the vibration and impact force transmitted from the cross beam 11 to the steering knuckle 14 and further to the steering wheel, thereby improving driving comfort.

[0100] In the above embodiment, the shock absorber 15 is arranged on the second cantilever 13 (not shown in the figure), which is located behind the wheel center along the forward direction of the vehicle, which can release the space in front of the wheel center and leave more front space for other important components such as the drive device 30 or the energy storage device 40, which is convenient for integrated design and optimization of the overall layout; and the shock absorber 15 is arranged behind the wheel center along the forward direction of the vehicle, which can absorb and suppress the bumps and shocks from the rear wheels during the forward movement of the vehicle, reduce the transmission of these vibrations to the vehicle body, especially the vehicle compartment, thereby improving ride comfort.

[0101] In some embodiments, the shock absorber 15 includes a hydraulic shock absorber or a pneumatic shock absorber.

[0102] In some embodiments, the bottom of the shock absorber 15 is connected to the steering knuckle 14, the first suspension arm 12, the cross beam 11 or the second suspension arm 13, and the top of the shock absorber 15 is connected to the vehicle frame or body.

[0103] refer to Figures 4 to 6 In some embodiments, the suspension 10 further includes an elastic element 16, and the elastic element 16 is connected to the cross beam 11 and / or the second cantilever 13 (not shown in the figure).

[0104] In the above embodiments, the cross beam 11 and / or the second cantilever 13 serve as supporting points for the elastic element 16, so that when the elastic element 16 and other components are subjected to force, the force can be more evenly transferred to the vehicle body through the cross beam 11 and / or the second cantilever 13, so that the suspension can effectively absorb and disperse the impact force of the road surface during operation, thereby optimizing the load transfer.

[0105] In some embodiments, one end of the elastic element 16 is connected to the cross beam 11 and / or the second cantilever 13, and the other end of the elastic element 16 is connected to the body or frame of the wheel.

[0106] In some embodiments, the elastic element 16 includes a spring.

[0107] In some embodiments, the suspension 10 further includes a mounting seat 161, which is disposed on the cross beam 11 or the second cantilever 13. The lower end of the elastic element 16 is disposed in the mounting seat 161.

[0108] In some embodiments, the elastic element 16 is located between the cross beam 11 and the wheel center L.

[0109] In the above embodiment, the elastic element 16 is arranged behind the wheel center L along the forward direction of the vehicle. When the vehicle passes through an uneven road, the impact force exerted on the wheel center L can be buffered by the elastic element 16, thereby reducing the impact transmitted to the interior of the vehicle and the impact on the vehicle body structure.

[0110] In some embodiments, the elastic element 16 may also be located on a side of the cross beam 11 away from the wheel center.

[0111] The following is combined with Figure 2 Some specific embodiments of the vehicle suspension system 200 are described in detail through FIG. 7 .

[0112] like Figure 2 and Figure 3 As shown, the vehicle suspension system 200 includes a suspension 10, both sides of the suspension 10 include a connection mechanism formed by a first cantilever 12, a second cantilever 13 and a steering knuckle 14, and the connection mechanisms on both sides are connected through a crossbeam 11. Specifically, the crossbeam 11 connects the two second cantilevers 13, and the steering knuckle 14 connects the axle 20. The shear center of the suspension 10 and the crossbeam 11 are both arranged at the rear side of the wheel center, forming the main structure of the torsion beam rear axle.

[0113] One end of the first cantilever 12 is hinged to the steering knuckle 14, and the other end of the first cantilever 12 is provided with a first connecting portion 121. One end of the second cantilever 13 is hinged to the steering knuckle 14, and the other end of the second cantilever 13 is provided with a second connecting portion 131. The first connecting portion 121 and the second connecting portion 131 are both connected to the vehicle body at the front and rear vehicle body mounting points through bushings and mounting brackets.

[0114] In some embodiments, the vehicle suspension system further includes an axle 20, which is connected to the suspension 10 and is located in front of the cross beam 11 along the forward direction of the vehicle. Specifically, the axle 20 is connected to the steering knuckles 14 on both sides of the vehicle body.

[0115] In some embodiments, the axle 20 may be an integral structure, with both ends of the axle 20 respectively connected to a wheel 50. Alternatively, in order to improve the stability of the vehicle, the axle 20 may adopt a two-section structure, with a differential disposed between the two axle sections, so that the rotation speeds of the two axle sections may be different, and the wheels on both sides of the suspension 10 may be able to cope with situations where the wheel speeds are different.

[0116] The first cantilever 12 of the suspension 10 does not exceed the tire envelope of the wheel 50 in the first direction X of the vehicle. A threshold beam 60 is arranged in front of the wheel 50. The threshold beam 60 is a longitudinal beam arranged on both sides of the vehicle body. An energy storage device 40 is arranged between the threshold beams 60 on both sides of the vehicle body. The threshold beam 60 can serve as a shell that encloses the energy storage device 40.

[0117] The boundary of the sill beam 60 has a significant impact on the arrangement of the energy storage device 40 . The position of the torsion beam vehicle body mounting point in the related art often exceeds the tire envelope, encroaching on the arrangement space of the energy storage device in the first direction X.

[0118] In the embodiment of the present application, the arrangement area of ​​the energy storage device 40 is maximized in the first direction X, which increases the power and improves the cruising range. In addition, the cross beam 11 is arranged to the rear side of the wheel center, so that the space between the first cantilever 12 and the steering knuckle 14 on the left and right sides of the torsion beam can be used to arrange the drive device 30, and the structure of the steering knuckle 14 on both sides is also convenient for arranging the rear drive axle 20.

[0119] like Figures 4 to 6 As shown, a mounting seat 161 is provided on the cross beam 11 , the lower end of the elastic element 16 is arranged in the mounting seat 161 , and the upper end of the elastic element 16 is connected to the body or frame of the vehicle. Optionally, the mounting seat 161 is welded on the cross beam 11 .

[0120] like Figure 4 As shown, in the first embodiment, the lower end of the shock absorber 15 is mounted on the steering knuckle 14. The upper end of the shock absorber 15 is connected to the body or frame of the vehicle.

[0121] like Figure 5 As shown, in the second embodiment, the lower end mounting position of the shock absorber 15 can also be arranged on the first suspension arm 12. The upper end of the shock absorber 15 is connected to the body or frame of the vehicle.

[0122] like Figure 6As shown, in the third embodiment, the lower end mounting position of the shock absorber 15 can also be arranged on the shock absorber bracket, and the shock absorber bracket is welded and connected to the second cantilever 13 or the mounting seat 161 of the elastic element 16. The upper end of the shock absorber 15 is connected to the body or frame of the vehicle. Since it is found that the rear torsion beam is unstable under certain working conditions during the load decomposition process, the lower point of the shock absorber is adjusted to the rear torsion beam, and the load is transmitted through the structure of the shock absorber, which can solve the instability that may exist under certain working conditions.

[0123] According to the description of the above embodiments, the position of the shock absorber 15 can be flexibly adjusted according to the requirements of the suspension.

[0124] Optionally, the shock absorber 15 is arranged at the front side of the wheel center and the drive shaft, and the elastic element 16 is arranged at the rear side of the wheel center and the drive shaft.

[0125] refer to Figure 7a During the research and development process, the applicant discovered that if only the crossbeam 11 is set behind the wheel center, the crossbeam 11 and the shear center are arranged behind the wheel center, and the instantaneous center of motion of the suspension is at the position of the connection point of the vehicle body. Therefore, the instantaneous center of motion of the suspension also moves to the rear of the wheel center. When the vehicle brakes, it will cause negative braking support, and the suspension will have an upward movement trend, which will increase the pitch of the vehicle and affect stability and comfort. Therefore, the position of the instantaneous center of motion of the suspension is crucial to the stability of vehicle movement.

[0126] To solve this problem, Figure 7b As shown, the suspension 10 provided in the embodiment of the present application, its first cantilever 12, the second cantilever 13, and the virtual cantilever formed by the connecting line of the two hinge points on the steering knuckle 14 (the two hinge points are the hinge points of the steering knuckle 14 and the first cantilever 12, and the hinge points of the steering knuckle 14 and the second cantilever 13), together constitute a connecting rod mechanism.

[0127] When the suspension 10 is provided with the above-mentioned connecting rod mechanism, the instantaneous center of motion of the suspension is at the intersection of the connecting line of the first cantilever 12 and the second cantilever 13. Therefore, the instantaneous center of motion of the suspension can be adjusted back to the front side of the wheel center. The instantaneous center of motion of the suspension is in front of the wheel center, which can make the suspension have a downward movement tendency during braking, alleviate the pitch of the vehicle, and improve stability and comfort.

[0128] Therefore, the present application adjusts the instantaneous center of motion back to the front of the wheel center through a connecting rod mechanism, which can avoid the situation in which the vehicle pitch degree is aggravated during braking, improve comfort and eliminate corresponding safety hazards.

[0129] According to the preliminary load decomposition, the structure connected to the wheel center has high structural strength requirements, so the structural strength can be improved by increasing the strength of the steering knuckle.

[0130] As for the materials used in each structure: the crossbeam 11 is a closed beam made of high-frequency welded pipe or laser welded pipe made of high-strength steel, or an open beam formed by stamping plate; the second cantilever 13 is hydraulically formed by a steel pipe with a grade of 420MPa or above, or is formed by stamping and welding of a plate with a grade of 420MPa or above; the first cantilever 12 is hydraulically formed by a steel pipe with a grade of 420Ma or above, or welded by a sleeve and a plate stamping with a grade of 420MPa or above, or machined by steel or aluminum, or cast by steel or aluminum; the steering knuckle 14 is cast by AlSi7Mg material or other common materials for steering knuckles; the mounting seat 161 of the elastic element is stamped by a steel plate with a grade of 420Mpa or above.

[0131] The present application arranges the cross beam 11 behind the wheel center, freeing up the space in front of the wheel center, increasing the installation space of the energy storage device 40 of the chassis, thereby increasing the power, realizing the arrangement of the axle 20 and the drive device 30, and realizing the arrangement of the shock absorber 15 and the elastic element 16 under the torsion beam rear axle structure.

[0132] Some embodiments of the present application also provide a vehicle 100 , which includes the above-mentioned vehicle suspension system 200 .

[0133] In some embodiments, the vehicle 100 further includes a wheel 50, which is disposed on the axle 20. The wheel center L refers to the center of the wheel 50.

[0134] In some embodiments, the vehicle 100 further includes a rocker beam 60 , which is disposed in front of the wheel 50 .

[0135] Although the present application has been described with reference to preferred embodiments, various modifications may be made thereto and parts thereof may be replaced with equivalents without departing from the scope of the present application. In particular, the various technical features mentioned in the various embodiments may be combined in any manner as long as there are no structural conflicts. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A vehicle suspension system, characterized in that: include: The suspension (10) comprises a cross beam (11), wherein the cross beam (11) is located behind a wheel center (L) of the vehicle along the forward direction of the vehicle.

2. The vehicle suspension system according to claim 1, characterized in that: Also includes: A driving device (30) is arranged in front of the cross beam (11) along the forward direction of the vehicle; and / or, The energy storage device (40) is arranged in front of the cross beam (11) along the forward direction of the vehicle.

3. The vehicle suspension system according to claim 2, characterized in that: The suspension (10) further comprises two first cantilevers (12), wherein the two first cantilevers (12) are located in front of the wheel center (L) along the forward direction of the vehicle, the drive device (30) is arranged between the two first cantilevers (12), and / or the energy storage device (40) is arranged between the two first cantilevers (12), or, is arranged in front of the two first cantilevers (12) along the forward direction of the vehicle.

4. The vehicle suspension system according to claim 1, characterized in that: The suspension (10) further comprises two second cantilevers (13) for connecting to the vehicle body, the two second cantilevers (13) being located behind the wheel center (L) along the forward direction of the vehicle, and the crossbeam (11) connecting the two second cantilevers (13).

5. The vehicle suspension system according to any one of claims 1 to 4, characterized in that: The suspension (10) comprises a first cantilever (12), a second cantilever (13) and a steering knuckle (14) on both sides of the vehicle body, respectively; the steering knuckle (14) is rotatably connected to the first cantilever (12) and the second cantilever (13) respectively; and the crossbeam (11) is connected to the second cantilever (13) on both sides of the vehicle body.

6. The vehicle suspension system according to claim 5, characterized in that: The suspension (10) further comprises a shock absorber (15), wherein the shock absorber (15) is connected to the steering knuckle (14) or the first cantilever (12) or the cross beam (11) or the second cantilever (13).

7. The vehicle suspension system according to claim 5, characterized in that: The suspension (10) further comprises an elastic element (16), wherein the elastic element (16) is connected to the cross beam (11) and / or the second cantilever (13).

8. The vehicle suspension system according to claim 7, characterized in that: The elastic element (16) is located between the cross beam (11) and the wheel center (L).

9. The vehicle suspension system according to any one of claims 1 to 8, characterized in that: Also includes: An axle (20) is connected to the suspension (10), and the axle (20) is located in front of the cross beam (11) along the forward direction of the vehicle.

10. The vehicle suspension system according to any one of claims 1 to 9, characterized in that: The suspension (10) further comprises two first suspension arms (12), wherein the two first suspension arms (12) do not exceed the tire envelope of the wheel (50) in the forward direction of the vehicle.

11. A vehicle, characterized in that: Comprising a vehicle suspension system according to any one of claims 1 to 10.

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